Uncoupling device for long travel cushioned underframe



A. M. MIERS Jan. 14, 1964 UNCQUPLING DEVICE FOR LONG TRAVEL CUSHIONEDUNDERFRAME 3 Sheets-Sheet 1 Filed NOV. 6, 1961 INVENTOR. ARCH\E M MIERSA. M. MIE RS 3,117,679

UNCOUPLING DEVICE FOR LONG TRAVEL CUSHIONED UNDERFRAME Jan. 14, 1964 3Sheets-Sheet 2 Filed Nov. 6. 1961 INVENTOR. @zcma M. MlERS 40 M M E ias- A. M. MIERS Jan. 14, 1964 UNCOUPLING DEVICE FOR LONG TRAVELCUSHIONED UNDERFRAME Filed Nov. 6. 1961 3 Sheets-Sheet 5 INVENTOR.ARCH\E M. MIERS United States Patent 0 3,117,679 UNC GUPLlNG DEVlCE FORLONG TRAVEL CUSHEONED UNDERFRAP/IE Archie M. Mist-s, Homewood, 131.,assignor to Pullman incorporated, Chicago, 131., a corporation ofDelaware Filed Nov. 6, 1961, Ser. No. 150,382 13 Claims. (1. 213219) Thepresent invention is related to uncoupling devices for use in railwayvehicles of the cushioned underframe type and more particularly touncoupling aevices employed in cushioned underfrarne railway vehicleswherein the sill of the underframe carrying the coupling mechanisms isrelatively movable with respect to the superstructure such that the endsof the superstructure travel toward and away from the respective ends ofthe sill from which the couplers project.

In one type of cushioned underframe structure employed in other railwayvehicles such as flat cars and railway vehicles a center sill cushioningarrangement is frequently employed. This cushioned center sillarrangement described in copending application Serial No. 856,- 963,filed December 3, 1959, now Patent No. 3,003,436 issued October 10,1961, and assigned to the assignee of the present invention is usedherein for purposes of illustrating a typical cushioned underfrarnerailway vehicle with which the uncoupling device of the presentinvention may be employed, but the uncoupling device is not limited foruse with the exemplary center sill cushioning arrangemerit.

As disclosed in the aforesaid copending application to Wluch referenceis made for a more detailed description of the cushioned center sill, acushioning device is disposed between a sliding sill supporting thecouplers at each end thereof and the superstructure to absorb bu? draftforces applied to the couplers. The cushioned sliding sill designbasically includes a hollow longitudinally extending center sillreceiving therein a sliding sill unit which in turn pivotally mountscouplers at its projecting ends. The sliding sill is in engagementgenerally centrally of the car with a suitable cushioning device,hydraulically or otherwise appropriately operated, which functions toabsorb coupler shocks bull or draft encountered during operation andwhich result in retraction of the sli lng sill into the hollow centersill at one or the other end of the car. in this manner the sliding silland the couplers mounted therein travel longitudinally relative to thecar thereby to protect the lading carried by the car from thedestructive forces of the coupler shock. Upon dissipation of the shockhe cushioning arrangement is operative to return the sliding sill andcouplers mounted therein to their original positions. The travel of thesliding sill and the couplers relative to the car body when in the longtravel range may extend by way of example between 20-40 inches on eitherside of the normal transit position of the coupler relative to the endof the car body.

It is a principal object of the present invention to provide a new andimproved uncoupling device for use with a railway car having a longtravel cushioned underfrarne in which the uncoupling device isconstructed and arranged to accommodate the relative traevl of thecoupler to the car body such that the different componen s of theuncoupling device remain in operative association over the full lengthof travel of the coupler and car body when the coupler is subject toimpact.

It is a further object to provide a new and improved uncouplingmechanism for use in a railway car having a long travel cushionedunderframe in which the uncoupling device is constructed and arranged soas to include a portion movable with the sill structure on which thecoupler is mounted and a portion mounted on the car body so that uponrelative movement between the car body and said coupler theabove-mentioned portions of said uncoupling device remain in operativeassociation over the full range of travel of the coupler with respect tothe car body.

It is still a further object to provide a new and improved uncouplingmechanism for use in a railway car having a long travel cushionedunderframe in which the uncoupling mechanism is constructed and arrangedto include lost motion means which serve to prevent inadvertentunlocking of the coupler upon an unintended partial operation of theuncoupling mechanism.

It is still a further object of the invention to provide a new andimproved uncoupling device of the type described taken in conjunctionwith the other objects which includes therein means constructed andarranged to efficiently unlock the coupler in various different angularpositions of the coupler relative to the longitudinal axis of the sillon which the coupler is mounte Further objects and features willhereinafter appear.

In the drawings:

FIG. 1 is a fragmentary perspective view of an end of a railway carprovided with a long travel cushioning arrangement embodying theuncoupling device of the present invention.

FlG. 2 is a fragmentary side elevational view of the uncoupling deviceshown attached to the center sill and coupler housing.

FIG. 3 is an enlarged to FIG. 2.

FIG. 4 is a fragmentary view taken substantially along the line 44 ofFIG. 3 showing the operating portion of the uncoupling device of thepresent invention.

FlG. 5 is a partly sectioned fragmentary view taken substantially alongthe lines 55 of FIG. 3 illustrating fragmentary plan view similar 0 theassociation of the manually operated means mounted on the end sill ofthe car body with the crank lever mounted on the sliding sill.

FIG. 6 is a fragmentary front end perspective of another embodiment ofthe operating portion of the device.

FIG. 7 is a fragmentary plan view of the operating portion of the deviceshown in FIG. 6.

FIG. 8 is another front end perspective of the operating portion of thedevice shown in FIG. 6 as viewed from a different angle.

Referring now to FIGS. 1-5 of the drawings the uncoupling device 1% isshown for purposes of illustration employed with a cushioned underframerailway vehicle 11 of the cushioned slicing sill type. The railway vehile 11 includes an underfrarne 12 having a superstructure 13 mountedthereon which may be an enclosed car body or a flat bed. The bed 13includes an end sill l4 and a hollow center sill structure 15 ofsubstantially rectilinear cross section extending longitudinallythereof. A sliding sill 16 is mounted in the center sill 15 for relativelc g .1- dinal sliding movement and extends through the center sill theends of the sliding sill projecting outwardly of the center sill 15. Thesliding sill 16 is of generally rectilinear section and is guided andheld within said center sill 15 by way of horizontal flanges 17extending from the lower end thereof between spaced flanges 18. As fullydisclosed in the aforementioned copending application, a cushioningarrangement is operatively disposed between the sliding sill l6 andcenter sill 15. The cushioning device (not shown) may be in the form ofa hydraulic cylinder.

As shown the sliding sill 16 projects outwardly of the end sill 1 andcenter sill 15 of the car body 12 and is provided at its terminal facewith a striker plate portion 19. Disposed within the hollow andpivotally supported therein is a conventional coupling device 20 ofwhich the coupler head 23 is disposed outwardly of the striker plate 19.

The coupler includes a shank portion 22 pivotal about 'an axis 23 andconventional pivotally mounted knuckle 24 which is operated by a knucklethrower (not shown) which in turn is controlled by a locking mechanism(not shown). Further details or" the coupler device are not believed tobe necessary because the structure and operation thereof is well-knownin the art.

When the couplers 2%, at opposite ends or" the sliding sill 1d aresubject to shock either in buff or draft the sliding sill la: isresponsive to the shock and moves through the center sill against theresisting force of the cushioning device thereby to absorb the forces ofthe shock and substantially prevent damage to the cargo or lading on hecar superstructure 13. Upon dissipation of the shock the cushioningdevice is operative to return the sliding sill l6 accordingly thecouplers 2b to their normal position. A long travel cushion arrangementof the type for which the uncoupling device is primarily intended mayhave travels of from about to 40 inches in either direction.

In accordance with the present invention there is provi ed theuncoupling device 19 comprising generally a manual operating means 25connected to the car body 13 and coupler lock operating means 26connected to the movable sill 1-5 for movement therewith for unlockingthe coupler and being operatively connected to the manual operatingmeans for the full length of travel of the car bod I 13 relative to thecoupler 20 so that actuation of the manual operating means at any timeis operative to unlock the coupling device.

The manual operating means 25 includes an operating lever 27 extendingparallel to and along the bottom edge of the end sill l4 and is formedat the car side wall end thereof with a bent operating handle 28. At itsother end the lever 27 is formed with a crank or lifting arm 29. Thelever 2-7 is turnably supported on the underside of the end sill 14 byway of clip members 39 and 31 of which the clip member 31 adjacent theoperating handle 28 cooperates with spaced stop discs 32 and 33 fixed tothe lever 27 and arranged to maintain the crank portion disposed inoperative association with the coupler lock operating means 26. To limitclockwise turning of the handle 28 the disc 33 is formed as shown inparticular in PEG. 2 with a stop projection 34 which underlies ahorizontal flange 35' of the clip 31.

The uncoupler lock operating means 26 includes generally a crank lever36 secured to the sliding sill 16 for movement therewith, an uncouplingrod assembly 37 for unlocking the coupler 2t? and an uncoupling rod link38 connecting the crank lever 3d with the uncoupling rod assembly 37.

The crank lever 36 is mounted on the side of the sliding sil it: by wayof spaced straps 39 and 4t) fixed thereto as by welding. The straps 3?and 46 are turnably supported by clips 43 fixed to the sliding sill 16and which are arranged so as to permit limited lengthwise movement ofthe crank lever 36 relative to the sliding sill 1o. The outer end of thecrank lever 36 is formed with a crank portion 42 which projects beyondthe striker plate portion 19 of the sill 15. As shown in particular inFIG. 3 the crank portion 35 is formed with a length 43 thereof beingarranged parallel to the outwardly flaring portion or" the sill 16 and acrank end portion 44 arranged substantially parallel to the longitudinalaxis of the sliding sill 16.

The uncoupling rod assembly 37 includes an uncoupling rod 45 on thecoupler end of which there is formed a coupler lock engaging hook-likeextension 46 which is operative upon turning of the rod 45 from theposition shown to release the locking mechanism of the coupler 29 in thewell-known manner. As shown in the drawings the coupler 20 is supportedon the axis 23 for limited angular turning toward and away from thecrank arm end portion 44 supported on the sliding sill such that theuncoupling rod 45 is accordingly moved relative to the crank arm endportion To accommodate for uch movement the uncoupling rod is looselymounted for free sliding substantially linear movement in a bracket 47fixed to the striker plate 19. The bracket includes a U-shaped portion43 through the legs of which there passes a bolt 49 which serves toretain the uncoupling rod 25 freely supported in a bracket for thelinear limited movement as the coupler turns about its axis and ellectsmovement of the rod 45. v i

For providing a torque arm which is substantially constant for any ofthe diiierent ngular positions of the cou- A ler with respect to thecrank end portion 4-4 of the crank lever as a torque bar 5% is fixedbetween a bent outer end 51 of the uncoupling rod and a rod 52 fixedintermediate the inner and outer ends of the uncoupling rod 45. Thetorque bar St) is spaced from and extends parallel to the uncoupling rod45 and is located somewhat nwardly of the end of free ends of rod 52 andthe bent end 5'1 so that the latter are operative to retain theuncoupler connecting link 3% thereon. The torque bar 5% is of sufficientlength to permit relative sliding movement of coupler connecting link 33on the torque bar 53 for the limit of movement of uncoupling rod 45 asthe latter moves with the an ular turning of the coupler to either itsright or left limit position.

The uncoupler connecting link 38 is constructed to provide lost motionso as to accommodate for the usual motions occurring during transit ofthe railway vehicle Without causing damage or inadvertent operation ofthe uncoupling device 19. The link 38 is formed from a rodlike membertwisted so as to provide a lower loop 53 and an upper loop 54 which arebent into planes substantially normal to each other. The lower loop 53is arranged to encompass the torque bar St! and the upper loop issupported on the end of the crank arm portion 44 between washers 55spaced to permit lh'nited relative movement of the loop along the crankportion 44.

The uncoupling device 19 in the position illustrated in a the drawingsis operative to hold uncoupling rod 4-5 relative to the uncouplingmechanism of the coupler 2G in its locked or coupling position. In thisposition the lifter or crank arm 29 bears against the underside of thecrank lever 36. However, because arm 29 is not positively connected tothe crank lever 36 mounted on the sliding sill 16 the arm 29 remains insliding engagement for the full length of travel of the sill 16 relativeto the car body 13. Upon impact at the couplers 29 such slidingengagement does not eifect the relative position of the uncoupling rod45 so that the coupler 20 remains locked.

Upon turning the handle 28 counterclockwise, clockwise movement of thehandle being prevented by the stop lug, the lifter arm 29 raises thecrank lever 35 via the straps -39 and 4h turnably mounted in clips 41 toturn the crank arm portion 44 clockwise. Clockwise turning of the crankarm portion 44 raises the connecting link 38 whereupon the lower loop 53thereof engaging the torque bar of the uncoupling rod 45 lifts the bar5% for turning movement about the point of engagement of the uncouplingrod 45 with the bracket 47. Turning of the torque bar 50 causes acorresponding turning of the uncoupling rod 45 so that the hook end 46unlocks the coupler 2t Advantageously, the uncoupling rod 45 is looselysupported within the U-shaped portion 48 and the stud 49 of the bracket47 so as to permit free linear sliding move ment thereof as the couplerpivots or turns about its axis. At the same time, the torque bar 50,which is movable with the uncoupling rod 45, slides freely Within thelower loop 53 of the connecting link 38 so that the latter remainssubstantially in the same position or attitude as shown in FIGS. 3 and4. In this connection, it is to be noted that the crank arm portion 44and the torque bar 50 are located relative to each other so that thelower loop 53 of the connecting link 38 contacts the torque bar Stlapproximately along the line A normal to the rning axis of theuncoupling rod 45 and extending through the bracket 47. Thisrelationship is of significance because in the event that the lower loop53 contacts the torque bar 5% a substantial distance on either side ofthe above-defined line upon lifting of the crank arm portion 44- to turnthe uncoupling rod 45 to its recommended position, the link 38 wouldtend to tilt the uncoupling rod 4-5 in a vertical plane so that thelatter binds in the U- portion 49 of the bracket. Such binding of theuncoupling rod 45 would cause difficulty in turning the uncoupling rod45 and thereby in actuating the locking mechanism of the coupler deviceso that the latter would remain locked even though the crank arm 44 islifted to an unlocked position. However, with the arrangement of thepresent invention wherein the lower loop 53 is p0- sitioned inapproximate alignment with the line A, such tilting precluded and only aturning of the uncoupling rod 45 occurs. Following the coupler unlockingoperation the various elements are returned to their original position.However, the coupler remains unlocked until coupled with another railwaycar in the usual manner so that the knuckle 24 is engaged.

Referring now to FIGS. 6-8 inclusive there is shown a further embodimentof an uncoupler rod assembly 6% which is adapted to be employed wtih amanual operating means 25 and crank lever 36 identical to that describedin connection with the uncoupling device of FIGS. 15.

As shown the second embodiment of the uncoupler rod assembly includes anuncoupling rod 61 of which one portion is formed of a non-circularcontour by Way of a second rod 62 welded in tangentially thereto. Thenoncircular portion is loosely accommodated within openlugs 63 and 64formed in a torque arrn means 55. The torque arm means 65 includes a hubportion 66 supported for limited sliding movement and limited turning inthe U-shaped portion 67 of a bracket 68 fixed to the striker 19. A bolt59 extending through the legs of the U-shaped portion 67 retains the hubwithin the bracket 68. End- Wise movement of the hub 66 is limited byway of a stop collar 74 on one end thereof and a torque arm '71 on theother end. The stop collar 70 and torque arm 71 are suitably fixed tothe hub as by welding or the like. The opening 63 in the hub 65 may becircular and is sized so as to loosely receive the non-circular lengthof the uncoupling rod 611.

The torque arm is provided adjacent its hub with the opening at which isof an elongate shape having circular end portions so as to looselyaccommodate the non-circular portion of the uncoupling rod 61 forrelative sliding movement and upon turning of the torque arm '71 to turnthe uncoupling rod 61. The torque arm 71 extends outwardly of theuncoupling rod 61 and is provided with an opening 72 adjacent its freeend through which there passes a connecting link 73.

The connecting link 73 is formed from a rod twiste to provide an upperloop 74 and a lower loop 75 arranged relatively to each other to permitlimited relative turning movement of the torque arm means 65 with theracket 68. The loop 74 is sized so as to permit lost motion at the crankarm 44 on which it is supported between the washers 55. In operationturning of the manual operating lever 23 causes the crank arm portion 4of the lever 36 to be lifted as described in connection with theoperation of FIGS. l-S. Lifting of the crank arm portion 4-4 causes thelatter to engage the closed end of the upper loop 7% whereupon thetorque arm 71 connected to the lower loop 75 is correspondingly liftedso that the torque arm hub 66 is turned within the bracket 68. The hub66 as described heretofore is loosely accommodated within the U-shapedportion of the bracket such that it may rock there as the angularity ofthe uncoupling rod 61 changes due to turning of the coupler 20 about itsaxis 23. In this connection it is to he noted that as the couplerchanges its angularity the uncoupling rod 61 is free to slide throughthe openings 63 and 64 such that the torque arm 71 remains insubstantially the same position with respect to the crank arm 44.

Upon turning of the torque arm 71 and hub 65 the uncoupling rod 61 isturned by Way of its engagement at the non-circular portion with thesides or" the elongate opening 64 so that the hook or lock engaging end76 is turned to unlock the coupler 20'.

As described in connection wtih FIGS. l-5 upon returning the handle 28to the position shown the elements of the uncoupling rod assembly arereturned to their initial lock position but the coupler is not lockeduntil coupled with another railway vehicle.

What is claimed is:

1. In a railway car of the cushioned underframe type in which a coupleris turnable about a vertical axis and is attached for movement with asill longitudinally movable relative to the end sill of the car intelescoping relation with the car in response to buff or draft forces,an uncoupling device mounted on said end sill and said longitudinallymovable sill and connected to the coupler for unlocking the latter,comprising a manual operating means supported along the end sill of thecar, a coupler lock operating means mounted on said longitudinallymovable sill for movement therewith including a longitudinally pivotalshaft having a length slidably engageable wtih said manual operatingmeans for the full length of said relative longitudinal movement, acrank arm on said shaft, an uncoupling rod having means connectable atone end to the coupler for unlocking the latter, torque providing meansoperatively connected to said uncoupling rod for providing the torque toturn said uncoupling rod to its unlocked position, tension link meansconnecting said torque providing means with said crank arm of saidshaft, and fulcrum means in substantial alignment with said link meansand on said longitudinally movable sill supporting said uncoupling rodand torque providing means so as to retain said torque providing meansin substantially the same relationship with said crank arm in thediiferent angular positions of the coupler upon actuation of said manualoperating means.

2. The uncoupling device of claim 1 wherein said pivotal shaft is in theform of a lifter arm of rod-like configuration which is pivotallymounted along said longitudinally movable sill for generally verticalarcuate movement about a pair of longitudinally spaced points which areradially offset from the longitudinal axis thereof.

3. The invention as defined in claim 6 in which said torque providingmeans comprises a torque har connected to said uncoupling rod in spacedand parallel relationship thereto, and said link means connecting saidcrank arm to said torque providing means includes means permittingslidable movement of said torque bar relative thereto.

4-. The invention as defined in claim 6 in which said torque providingmeans comprises a torque arm turnably supported by said fulcrum means onsaid longitudinally movable sill, and said uncoupling rod is su portedby said fulcrum means for turning movement with said torque arm and isslidable along an axis substantially normal to the turning axis of saidtorque arm.

5. The invention as defined in claim 4 in which said torque arm includesa hub portion turnably supported on a bracket mounted on saidlongitudinally movable sill.

6. In a railway car of the cushioned underframe type in which a coupleris turnable about a vertical and is attached for movement with a silllongitudinally movable relative to the end sill of the car intelescoping relation with the car in response to buff or draft forces,an uncoupling device mounted on said end sill and said longitudinallymovable sill and connected to the coupler for unlocking the latter,comprising a manual operating means supported along the end sill of thecar, a coupler lock operating means mounted on said longitudinallymovable sill for movement therewith, including a longitudinally pivotalshaft having a length 7 freely slidably engageable with but detachedfrom said manual operating means for the full length of said relativelongitudinal movement, a crank arm formed on said shaft, an uncouplingrod turnably and slidably supported on said longitudinal movable silland having means connectable at one end to the coupler for unlocking thelatter, torque providing means operatively connected to said uncouplingrod for providing the torque to turn said uncoupling rod to its unlockedposition, tension link means connecting said torque providing means withsaid crank arm, and fulcrum means in substantial alignment with saidlink means and on said longitudinally movable sill supporting saiduncoupling rod and torque providing means for turning thereof about thelongitudinal axis of said uncoupling rod and for sliding of saiduncoupling rod relative to said crank arm, said fulcrum means beinglocated relative to said crank arm so that said link means acts withsaid torque providing means along a line normal to the turning axisprovided by said fulcrum means in all positions of said coupler.

7. The uncoupling device of claim 6 wherein said pivotal shaft is in theform of a lifter arm of rod-like configuration WhlCh is pivotallymounted along said longitudinally movable sill for generally verticalarcuate move-.

ment about a pair of longitudinally spaced ,pointswhich are radiallyoffset from the longitudinal axis thereof.

8. The invention as defined in claim 6 in which said torque providingmeans includes a torque arm and a hub portion turnably supported on abracket mounted on said longitudinally movable sil-l, said hub portionincluding an opening for slidably receiving said uncoupling rod, andsaid uncoupling rod and said opening are contoured so that saiduncoupling rod is turnable with said torque arm.

9. The invention as defined in claim 8 in which at least a portion ofsaid opening is non-circular and said uncoupling rod is similarlycontoured so as to be turnable with said torque arm. 1

10.. In a sliding sill type railway car wherein a longitudinal sill ismounted for movement relative to the remainder of the car in response tobuff and draft forces and said sill mounts a coupler at an end thereoffor at least lateral movement relative to said sill, the provision of anuncoupling device comprising an uncoupling rod means connected to saidcoupler to unlock the same, a longitudinally pivotal operating meansmounted relative to said sill for movement therewith and connectedthrough tension means to said uncoupling rod means to operate the same,and lost motion means aligned with said tension means and slidablyengaging said uncoupling rod means along an axis which is at leastparallel-to the coupler unlocking operational axis of said uncouplingrod means, said lost motion means being carried by said sill anddefining a fulcrum for said uncoupling rod means, the operational axisof said tension means being maintained at least substantially normal tothe coupler unlocking operational axis of said uncoupling rod meansindependent of the position of said coupler relative to said sill.

11. The invention as defined in claim 10 in which said uncoupling rodmeans includes a torque bar fixed in spaced parallel relation to theoperational axis of said uncoupling rod means and to which said tensionmeans is slidably connected.

12. The invention as defined in claim 10 in which said lost motion meansincludes a rotatable hub slidably receiving said uncoupling rod meanstherethrough and provided with a torque arm projecting therefrom and towhich said tension means is connected.

References Cited in the file of this patent UNITED STATES PATENTS170,227 Brown Nov. 23, 1875 509,457 Stanley Nov. 28, 1893 1,598,353Kelso Aug. 31, 1926 2,356,336 Mitzger Aug. 22, 1944

1. IN A RAILWAY CAR OF THE CUSHIONED UNDERFRAME TYPE IN WHICH A COUPLERIS TURNABLE ABOUT A VERTICAL AXIS AND IS ATTACHED FOR MOVEMENT WITH ASILL LONGITUDINALLY MOVABLE RELATIVE TO THE END SILL OF THE CAR INTELESCOPING RELATION WITH THE CAR IN RESPONSE TO BUFF OR DRAFT FORCES,AN UNCOUPLING DEVICE MOUNTED ON SAID END SILL AND SAID LONGITUDINALLYMOVABLE SILL AND CONNECTED TO THE COUPLER FOR UNLOCKING THE LATTER,COMPRISING A MANUAL OPERATING MEANS SUPPORTED ALONG THE END SILL OF THECAR, A COUPLER LOCK OPERATING MEANS MOUNTED ON SAID LONGITUDINALLYMOVABLE SILL FOR MOVEMENT THEREWITH INCLUDING A LONGITUDINALLY PIVOTALSHAFT HAVING A LENGTH SLIDABLY ENGAGEABLE WITH SAID MANUAL OPERATINGMEANS FOR THE FULL LENGTH OF SAID RELATIVE LONGITUDINAL MOVEMENT, ACRANK ARM ON SAID SHAFT, AN UNCOUPLING ROD HAVING MEANS CONNECTABLE ATONE END TO THE COUPLER FOR UNLOCKING THE LATTER, TORQUE PROVIDING MEANSOPERATIVELY CONNECTED TO SAID UNCOUPLING ROD FOR PROVIDING THE TORQUE TOTURN SAID UNCOUPLING ROD TO ITS UNLOCKED POSITION, TENSION LINK MEANSCONNECTING SAID TORQUE PROVIDING MEANS WITH SAID CRANK ARM OF SAIDSHAFT, AND FULCRUM MEANS IN SUBSTANTIAL ALIGNMENT WITH SAID LINK MEANSAND ON SAID LONGITUDINALLY MOVABLE SILL SUPPORTING SAID UNCOUPLING RODAND TORQUE PROVIDING MEANS SO AS TO RETAIN SAID TORQUE PROVIDING MEANSIN SUBSTANTIALLY THE SAME RELATIONSHIP WITH SAID CRANK ARM IN THEDIFFERENT ANGULAR POSITIONS OF THE COUPLER UPON ACTUATION OF SAID MANUALOPERATING MEANS.